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STATEMENT OF TECHNICAL REQUIREMENT
AUTOMATED POWER MANAGEMENT SYSTEM (APMS)
AND
POWER GENERATION AND DISTRIBUTION SYSTEM (PGD)
P17A
DOCUMENT NO. : EED5037 (REV0)
Feb 13
DIRECTORATE OF ELECTRICAL ENGINEERINGIHQ MOD(NAVY)
NEW DELHI – 110 011
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Record of Amendments
SL NO AMENDMENT AUTHORITY DATE SIGNATURE
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2. Revision Note: Nil
3. Historical Record: Nil
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TABLE OF CONTENTS
SNo. Description Page Nos.
Applicable Documents/Standards 31. Introduction 42. Scope 43. Purpose 44. Architecture 455. General Requirement 576. Design Requirement 7127. Control and Operation Requirements 12148. Modes of Operation 14169. APMS Functionalities 162110. System Integration Requirement 212211. Builtin Test Equipment 222312. Power Generation and Distribution System 232813. Interface between MSB and APMS 283414. Quality Assurance Plan 3415. Inspection and Testing 353616. Documentation 363717. Software Documentation 383918. Hardware Documentation 3919. Trial Procedures & Documentation 394020. Binding Drawings 404121. Training 4122. Product Support 414223. Preservation 4224. Warranty 424325. AMC 4326. Spares 4327. Part Identification List 4352
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APPLICABLE DOCUMENTS / STANDARDS
The latest issues of the following documents / standards in effect are to form a part of this specification to the extent specified herein, except where a specific issue is indicated. In the event of a conflict between the contents of this document and the applicable portions of the referenced documents, the contents of this document shall take precedence. In addition, in the event of a conflict between the referenced documents, the more stringent requirement shall apply.
Sl. Specification Remarks(a) JSS 55555 Environmental Test methods for Electronic &
Electrical Equipment(b) MILS901D/ Shock
Grade AShock Tests, H.I. (High Impact); Shipboard Machinery, Equipment and Systems
(c) ISO 12063, 1987 Classification of Degree of Protection provided by enclosures of Electrical equipment
(d) ISO 12207 Software Development Process(e) MILSTD483 Configuration Management Practices of
Systems, Equipment, and Computer Software(f) MILSTD1815 ADA Handbook(g) MILSTD2167A Defence System Software Development(h) MILSTD2168 Defense System Software Quality Program(j) MILSTD2036 General Requirements for Electronic
Equipment Specifications(k) MILSTD461E Electromagnetic Emission and Susceptibility,
Requirements for the Control of Electromagnetic Interference (Part 4 for all APMS sub units except for UPS’s which shall comply with Part 9, Class UM04)
(l) MILHDBK217F Reliability Prediction for Electronic Equipment(m) DEF Standard 615 Electrical Power Supply Systems(n) MILSTD1472C Human Engineering Design Criteria for
Military, Systems, Equipment and Facilities(p) IEEE 802.32008 Gigabit Ethernet(q) IEC60092352 Selection and installation of electrical cables
in ships
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1. Introduction
This specification establishes the requirements for the design, manufacture and supply of an Integrated Automated Power Management System (APMS) with two Main Switchboards and associated ACBs/MCCBs for the Project 17A Frigates. The ship would be fitted with Four (04) x 1000 kW Diesel Alternators.
2. Scope
The scope of this document covers the functional, technical, design, documentation, support, hardware and software architecture of the APMS and its interconnectivity/ interfacing requirements with IPMS through a gate computer. The document also covers ‘APMS Operating Philosophy’ requirements.
3. Purpose
The purpose of the APMS system is to provide integrated control and monitoring of the Power Generation and Distribution system through Switchboards using independent Gigabit Ethernet Networks. The broad functionalities of APMS are:
(a) Control and Monitoring of parameters of four Diesel Alternators as specified.
(b) Control and Monitoring of the Power Distribution through the ship fitted Switchboards.
(c) Ensuring uninterrupted availability of power onboard, to meet complete shipboard requirement under all configuration of switchboards, including damaged conditions.
4. Architecture
4.1. The APMS shall be a distributed architecture digital control system based on dual redundant fibre optic Ethernet gigabit network. The broad requirements are:
(a) One integrated system shall provide the monitoring and control of ship Power Generation System (PGD) systems.
(b) Clientserver architecture shall not be used.
(c) The details of interface signal between APMS and Switchboards shall be worked out by selected vendors of both systems during the design stage. Requisite inputs required shall be indicated by the respective OEM in their offer.
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(d) The details of interface signal between APMS and IPMS shall also be worked out by selected vendors of both systems during the design stage. Requisite inputs required shall be indicated by the respective OEM in their offer.
(e) It is essential that the hardware and software shall be compliant to Open Architecture Standards and shall strictly preclude any proprietary interfaces or operating systems.
(f) Programmable Logic Controllers (PLCs) of proprietary design shall not be used in the system design.
4.2. Only proven systems from vendors with experience of at least 10 15 years of successful warship installation of APMS shall be used. Suppliers shall submit a detailed table of compliance to each requirement with details of installed experience for each of the system features specified. It is imperative that the supplier shall have experience in modern installation of ‘Distributed Digital Architecture Control Systems’ on APMS. Therefore, only offers of those manufacturers who have earlier developed and proved similar systems onboard warships will be considered for selection for this project.
4.3. The APMS will have to be interfaced with the ship’s Integrated Platform Management System (IPMS) for the purpose of displaying the status of PGD system. The interface specifications between the systems and specific requirements for integration of these two systems will however be mutually finalised during the interactions at detailed design stage for the respective systems. The necessary HMI pages for displaying status of PGD system will also be finalised during detailed design stage. The interface shall be provided by a Gateway supplied by APMS vendor. This interface will be based on the openstandard IEEE 802.3 Ethernet interface (either cat 5 cable or fibre optic cable) using either the TCP/IP or UDP/IP protocol. The ICD (Interface Control Document) will define all the data to be exchanged between the two systems including data formats (Interface Protocol). Data will be exchanged between the two systems in realtime. ICD for interface between APMS and IPMS will be prepared by APMS vendor. Further, the APMS vendor would interact with IPMS vendor and resolve all interface issues mutually and the responsibility of interface between APMS and IPMS would be with the APMS vendor.
4.4. Integration with Damage Control System. The basic essential integration for damage control should be seamlessly interfaced with the BDCS to cater for power demands during the damage control operation wherein requirements of additional electrical demands may need to be met on priority. Further, power supplies to certain equipment would be remotely controlled from BDCS during action damage situation. Details of such systems would be finalised during design review of APMS.
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4.5. The APMS shall be a ruggedized naval system built as per applicable standards as mentioned herein. Commercial marine systems shall not be used.
5. General Requirements
5.1. The system is to be a Distributed Digital Control System, which is to provide control and monitoring capability to the operators through colour mimic page displays. The Human Machine Interface (HMI) should be capable of permitting single console based operation in all levels of readiness.
5.2. The system topology shall have a double redundant data bus with Recovery Features in the event of failure of either of the two redundant buses. The APMS components are to be in close proximity to the equipment being controlled or reside inside the equipment itself. All monitoring and control signals are to be communicated over the data bus. A Dual Redundant Gigabit Ethernet Fibre Optic Databus in accordance with the latest version of IEEE 802.32008 standard is to be provided. The vendor shall indicate prior experience in the implementation of APMS on frontline warships using fibre optic databus based on Gigabit Ethernet in their offer. Experience with ATM and FDDI based networked systems shall also be provided, where held, as evidence of ability of the firm to handle diverse and emerging network architectures.
5.3. The APMS shall have a two level architecture with a “Supervisory” level comprising multifunction redundant consoles and a “Data Acquisition and Control” level using OEM supplied Network Management Switches and Remote Terminal Units. The data acquisition and control level shall not have multiple levels so as to minimise data latency and reduce maintenance as well enable easier fault finding/ recovery. For greater clarity, the system shall have only one network (dual redundant) i.e., separate networks for supervisory control and local field bus networks shall not be used. Signal from alternators/ breakers/ relays etc. shall be directly connected to the RTUs.
5.4. It is imperative that, except where specified, operational software of consoles and other vital APMS components shall not be stored or read from disk drives. The vital system software is to be stored as firmware embedded on solid state devices. Further, the system is to be designed to prevent unauthorized modifications of the programs & data. It would also be preferable to have common software residing on each Operator console, with specific functions being invoked for these consoles based on designed functional role and corresponding access controls.
5.5. The hardware and software must be modular in design to cater for maximum maintainability and operational flexibility. It must be of open architecture and non proprietary standards. Additionally, the modularity must also cater to component level obsolescence. The catastrophic failure of the system is not permitted. In the event of degradation of the system through multiple failures, continuous operation of
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the vital components must be maintained. The system must be easily expandable, reconfigurable and updateable to meet changing operational requirements, as well as future system upgrades. The application software shall be designed to allow porting between processor families without need for major modification or changes. The application software for the APMS shall be developed using a realtime software development environment with graphical programming and automatic code generators.
5.6. The APMS shall be installed and tested in the vendor’s facility and proven on a suitable test stand before being installed onboard. In order to derisk the APMS system, the need for testing of its integration with the switchboard at the premises of the latter OEM (if different) should also be factored into the acceptance trials procedures and corresponding timelines factored into the delivery schedule. This will reduce debugging and setting to work load onboard. The offer for Base and Depot spares should be such that the B&D units can also be installed in the above test stands and these are capable of being energised, debugged and proven for future usage. The setting up of a similar facility at nominated IN organization, without the need for creation of new civil structure, will also be part of the scope of supply of the APMS vendor.
6. Design Requirements.
6.1. The intelligent system components of APMS are to be geographically located, adequately separated in the ship, for survivability of the control system. These system components are to be connected to the data bus and all control and monitoring communication is to take place over the bus. The following sub components/ functions are to be included to cater for the various operational requirements of the APMS:
(a) Digital Controller(b) Remote Terminal Units(c) OnBoard Team training system functionality(d) HumanMachine Interface Consoles (HMI’s)(e) Fibre Optic FDDI Data Transmission Bus (f) Data Logging Printers(g) Uninterruptible Power Supply units(h) Two (02) Portable Operator Units(j) One (01) Portable Diagnostic Unit (for diagnostic maintenance)
6.2. The following are the functions of the various sub components listed above:
(a) Digital Controller: The digital PGD controller function shall be implemented on redundant intelligent microprocessor based cards and shall be available at all Remote terminal units and Local Control Consoles for PGD control as appropriate. The master and standby controllers are to both
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continuously do computation. The outputs of the standby controllers are to be suppressed by a software switch. In the event of the failure of the master controller, the standby controller shall automatically assume control and the master controller is to be flagged as a problem to the operator. The hierarchy for the standby controllers to assume control from the master controller shall be in accordance with a predetermined hierarchical and automatic procedure. The system shall poll all sensors and HMI consoles to ensure that an alarm or warning is communicated to the operator within 4050 milliseconds of its occurrence. Further, the priority of the alarms should be changeable through software setting by authorised operators. The Digital Controller shall perform control and monitoring sequence processing as follows:
(i) Control of information transfer to and from all generators/ breakers/ relays etc.
(ii) Automatic control actions from predefined PGD control algorithms.
(iii) Coordination of PGD control actions.
(b) Remote Terminal Units: The RTUs shall provide the connection points (interfaces) between the control system and the field unit. Each RTU shall contain its own microprocessor and thus the intelligence of the system is distributed to provide redundant control of PGD system. The RTU shall have embedded software that is resident on and executed in solidstate electronics without using hard disks or other electromechanical means for storage, retrieval and processing. ADA software in accordance with MILSTD1815 shall be used and compliance with the new ADA 2005 standard shall be preferred if backward compatible with existing ADA based systems or else C/C++. In addition, Linux, UNIX, LynxOS, Vx Works or RT Linux can also be used as the Operating system for the RTUs. However, the RTU control logic software shall be generated from the same integrated software development environment that is also used for the highfidelity simulation modelling of the PGD for Dynamic Analysis purposes. The RTU functionality shall be implemented in one integrated unit without separating processing and input/ output signal conditioning in separate units. RTU electronic modules shall be based on the open architecture VME standard or equivalents as per IEC 15776 and VITA 11994 or 11997 using the 6U form factor. The RTUs shall be designed to be small units capable of being bulkhead/deck mounted with accessibility and wiring for cards from front and meet the environmental standards. The majority of the signals shall be direct wired to the RTUs. However, RTUs shall be able to undertake communication under different protocols, either in serial link or parallel link. Common software development environment is required for the following:
(i) HMI/ GUI application
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(ii) RTU(iii) OBTS(iv) Dynamic analysis
(c) OnBoard Training System: The APMS is to include a proven onboard embedded Onboard Training System for offline training of the Operator team. HMI Consoles, which are in training mode, shall be precluded from displaying "real" system data and from issuing commands to real systems. When in training mode, console is to respond as if in normal operational mode, except that they are to interact with a simulation software rather than with the ship's machinery. Data communications for training shall not use the networks used for normal operational communication. OBTS be embedded into each HMI console. Instructor capability is also to be available in all consoles. Onboard Training System shall include the following:
(i) Simulation of all equipment controlled or monitored by APMS;(ii) Simulation of equipment casualties;(iii) Provision of an instructor station with the capability to start and stop the training exercise (freeze, run), record and playback, and reset the simulation and consoles in training mode to a selected initial condition.
Note. It is important that the simulation is developed using a proven Realtime Operating Software Environment (eg Simulink, Matlab, VX–Works, ROSE® etc) with proven object libraries comprising warship objects i.e., electrical systems. Further, the same tool shall be used for generating control logic for programming the remote terminal units of the APMS.
(d) Human Machine Interface Consoles: Each HMI Console is to consist of high resolution colour flat panel (LCD) type video display units. Console screens shall have a minimum diagonal size of 21inches with a minimum resolution of 1280 by 1024 pixels. The console application software shall be programmed in C/C++ languages using the same real time object oriented software development tool for other aspects of the APMS. The HMI shall also provide audible and visual indications of alarms and warnings. Separate audible tones shall be used to indicate the various status alerts, alarm and warning conditions. Acknowledgement of the alarm or warning shall cause the audio alarm to be silenced. One each deck mounted MFC for control and monitoring of Power generation system (APMS) be fitted in both switchboards. Further, one MFC will be fitted in the SCC. The console displays will be Touch Screen type.
(e) The APMS will also have POUs and PDU as per following specifications:
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(i) Portable Operator Units (POUs). Two (02) POUs (15" minimum) shall be provided, which can be plugged into the APMS databus at designated locations in the ship (Electrical Officer Cabin) and shall provide the same functionality/ facilities as the HMI console after completing the appropriate logging and user authentication process. It shall conform to MIL STD 810 F for environmental stress. POU must be ruggedised and shall withstand the environmental requirements mentioned in the SOTRs.
(ii) Portable Diagnostic Unit (PDU). One (01) in number PDU should be catered for undertaking the complete diagnostics of the APMS. The PDU should be able to be plugged into any of the APMS subunits for carrying out online and offline diagnostics. PDU must also be ruggedised and shall withstand the environmental requirements mentioned in the SOTRs
(f) Data Transmission Bus. The central backbone of the APMS shall be a highly survivable dual redundant data bus. The data bus shall comprise two independent fibre optic rings. The data transmission protocol should be TCP/IP or UDP/IP or FDDI. The bus is to permit the interconnection of the geographically distributed APMS subsystems. The data bus shall be in accordance with the Gigabit Ethernet conforming to standard ISO 9314. Bus communication is to provide a high degree of security through the use of redundancy check codes, flexibility and efficiency through use of powerful addressing and message structures.
(g) Data Logging. The APMS system should have a provision to log all errors/ emergency, alarms, warnings and changes to PGD system configuration. Each log is to include a time stamp and logs are to be printed in a chronological sequence. The time should be synchronised with Ship’s Data Network through a suitable interface. The APMS is to include one A4 size printer in each switchboard and one A3 Size Data Logger colour Printer to provide a hardcopy of the log, as per a user selectable menu. The Laser Colour printer is to be able to provide both Black and White and Coloured hardcopies of pages displayed on any console upon operator demand. The printers are to be directly connected to the main APMS data bus via console processors, which shall be used as print servers. The Data Logging function shall perform the following functions as a minimum:
(i) Allowing up to 1000 hrs of logged data to be suitably configured by the user for viewing or printing.(ii) Real time online data logging should be made.(iii) Provision for operator to set sample rate be also made available. (iv) Current log can be viewed or printed. Allow operator to examine previously archived logs.
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(v) Keep up to 48 hours of logs on local disk.(vi) At each hour, perform an automatic transfer of selective data logs to the removable hard disk at the designated console.(vii) Provide a default selective data log configuration file.(vii) Seal logs using operator user name and password.(viii) Make sealed logs to be ReadOnly.
(h) The APMS data (measurements, commands, alarms, parameters) have to be stored in the hard disk of contemporary technology. One each hard disk be provided with APMS Consoles fitted in both Switchboards for data archiving. The capacity of each hard disk should be one Tera Byte. The variables selected from the database will be recorded at every status change. It should be possible to take a dump of the logged data from the hard disk onto a single magnetooptic from the APMS console(s). The space on the hard disk for logging of data should be managed on a FIFO basis. Facility to display the stored information through graphs and take printout of this data in a graph or in tabular format be provided to take switchboard log. The reporting / creation of log book should be made customizable.
(j) The APMS will be required to monitor and log certain parameters of prime mover based on the data received from DG Control Panel. Details of such data will be finalised during joint system design reviews by IN and Shipyard with the APMS Vendor.
(k) Uninterruptible Power Supplies. All critical components of the APMS i.e., consoles, RTUs, etc. shall be connected to UPS. (The list of these critical components and no. & capacity of UPS will be finalized during detail design). The UPS shall supply these equipment with continuous stabilised power backup during a loss of ships power for a minimum period of 60 minutes. The UPS shall prevent power transients, when ship service power is lost or restored, such that no loss of control or maloperation of the APMS units results from these transitions. Battery charge circuits within each unit shall be capable of recharging the battery from 40% capacity to 80% capacity within 08 hours. They shall be protected from undercharge and overcharge. Battery charging shall be automatic and shall not affect normal unit operation. The APMS supplier is to propose the capacity of the UPS units required. In addition, the APMS supplier to supply the Sealed, maintenance free, lead acid batteries conforming to environmental specifications as indicated in PTS and available in local market and assist in their installation.
6.3. The system design shall include the following features:
(a) The system shall be based on microprocessor design and provide increased operational capability through the use of Distributed Digital Control System Technology.
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(b) All vital data acquisition and control software (i.e., RTU software) shall be stored in solidstate memory (such as Flash EPROMS). It is mandatory that the RTU application software source code shall be automatically generated using a realtime software development environment. The firm to maintain periodic upgrades/ licence if any, and should be given to IN. It is imperative that the RTU software / hardware shall be nonproprietary. Therefore, the RTU software shall be written in high order language ADA (MILSTD1815/ ISO 8652) / C /C++ language. Software shall be modular in design and shall be developed, tested and documented in accordance with MILSTD498/MILSTD2167A/IEEE 12207. It is mandatory that the operating system for the RTUs should be Ada /Linux /Unix. As regards the console software it may be in C/C++, however it is mandatory that the operating system shall be Windows XP or later version of networking OS based.
(c) The development environment shall be a realtime software development environment, which has been proven in use in the development of APMS for warships. A common environment and development tool shall be used for the undertaking dynamic analysis, development of simulation models, MMI graphics pages, and the core of the control system software. The firm is to submit details of such a tool along with their proposal.
(d) The design shall be such, so as to achieve the following:
(i) Provide endtoend system response better than 4050ms. Suppliers will be required to prove their QOS criteria with a Mathematical Model for qualification technically. An OPNET based simulation should be undertaken to examine the loading/ traffic on the bus and optimize its configuration without compromising the system functionality or response time.
(ii) Increase the control system survivability through redundancy of critical components.
(iii) Reduce system capital and installation costs through the use of modern electronics and data bus. In case the OEM has already supplied similar systems to the IN, reusability of software modules and design of hardware modules (duly accounting for obsolescence) should be maximised. Changes in hardware and software modules should be adequately defended by the OEM during the detailed design review.
(iv) Provide proven embedded Onboard operator team Training capability. Onboard training capability shall be available at all the APMS consoles through intelligent manmachine interfaces.
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(v) Provide for graceful degradation in the event of total failure of the control system.
(vi) Provide MTTR of equal to or better than 20 minutes & critical function MTBF of not less than 2000 Hrs. The APMS Supplier shall provide MeanTime to Repair (MTTR) and MeanTime Between Failures (MTBF) data for all equipment at the time of submission of offer.
(vii) Provide high tolerance to conducted & radiated EMI/EMC as per specified standards.
(viii) Provide interchange of cards to other similar units in system & perform the function at the new unit without any software changes.
(ix) Provide proven multifunction and fully redundant consoles which can assume any and all of the monitoring and control functions of PGD system.
(x) Provide proven open architecture system backplane in the APMS RTU’s in accordance with the VME standard or equivalent.
7. Control and Operation Requirement .
7.1. Automated Power Management System (APMS) is intended for control and monitoring of all the parameters of four diesel alternators and two main switch boards. The APMS MFCs should ensure complete automation of ship’s power supply and distribution system, including control of all the main circuit breakers, automatic synchronization of any two alternators, auto distribution of active loads between the alternators operating in parallel and initiating protections in case of changes to the specified parameters. The APMS shall automatically bring the standby alternator into operation, in case of failure, over load, abnormal changes in voltage and frequency of running alternator.
7.2. The APMS system should be capable of following:
(a) Remote and automatic control of independent section of one Main Switchboard or complete Main Switchboard (each Main Switchboard would consist of two DAs and the respective switchboard section).
(b) Automatic synchronization of alternators during parallel operation and during transfer of load between any two alternators.
(c) Automatic distribution of active load, in case of continuous parallel operation of two alternators located in the same switchboard/two different
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switchboards. The system should limit the maximum difference in load between two parallel running alternators to 10%.
(d) Protection of alternator against overload, auto start of the standby alternator in case of load on the working alternator increases beyond 85% of the rated capacity for 8 Seconds.
(e) Shut down of the faulty running alternator in case of DA Emergency/ fault signals. Further, APMS should trip the “Supply Breaker” instantly in case of voltage goes to 110% and Under Voltage to 80%. Similarly, the “Supply Breaker” should also be tripped instantly by APMS in case of Frequency goes to 105% and under frequency to 92%. In case of total failure of power to switch boards (black out), starting the designated standby alternator into the deenergized buses after switchingOFF the Busbar Linking and Interconnecting Breakers.
(f) Protection of alternators and generation of a signal for automatic start of standby alternator using “Start” signal and Offloading the working alternator. In case of nonavailability of standby generator, nonessential consumers of colour coding Yellow and White should be tripped by APMS on pre defined percentage overloading of DG set.
(g) Protection of alternators against reverse power.
(h) Control and monitoring of two dieselalternators running in parallel or individually feeding their respective sections.
(j) Automatic switching “ON” of alternator ACH in the standby/Off mode.
(k) Automatic switching “OFF” of alternator ACH once the alternator is started.
(l) Audio/ Visual Alarm indication and executive annunciation.
(m) Monitor serviceability status of modules and fuses of the system.
7.3. APMS Control Station Hierarchy / Priority. The APMS will exercise complete control and monitoring of PGD system through Control Consoles one each fitted in ship’s Main Switchboards and Ship’s Control Centre. The control hierarchy/priority level of these control stations is as under:
Group Location Equipment / Systems
First Level of Control
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Power Management Control System
MFCs in MSB(s) Power Distribution control through both switchboards.
Second Level of Control
Power Management Control System
MFC in SCC using hardware Key.
Power Distribution control through both Switchboards.
Third Level of Control
Power Management Control System
Designated POUs. Power Distribution control through both Switchboards.
7.4. Console and POU Requirements. Both HMI consoles and POU shall be fully redundant and multifunctional to perform the functions of any of the other (designated) consoles. However, access to the PGD functions from the console shall be based on a predetermined SIC (StationinControl) protocol. It is imperative that only one console shall be in control of PGD functions at any given time. Transfer of control between consoles shall be implemented based on a predetermined hierarchy and protocol. Operators will be required to assume stationincontrol before any operator action can be initiated. Operator authentication shall be by means of passwords and user name. Further, the provision for local direct control for complete PGD system must continue to be available despite the remote control and monitoring capability of the equipment on the APMS consoles. The APMS consoles should have the facility for installation of voice communication equipment supplied by the Indian Navy or third party. As regards the console software it may be in C/C++; however it is mandatory that the operating system shall be Windows XP / higher Microsoft OS. The following minimum manmachine interfaces shall be provided:
(a) One console in SCC for monitoring of PGD status.
(b) One each console in Forward and Aft switchboards.
(c) Two (02) Portable Operator Unit (POU) shall be able to be plugged into the APMS databus at designated locations (Electrical Officer Cabin) in the ship and shall provide the same functionality/facilities as the HMI console after completing the appropriate logging and user authentication process.
(d) One in number PDU should be catered for undertaking the complete diagnostics of the APMS. The PDU should be able to be plugged into any of the APMS subunits for carrying out online and offline diagnostics.
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Note: All consoles/POU/PDU will have touch screen monitors, ruggedised adequately for everyday use onboard warships.
8. Modes of Operation. The ship’s Power Generation and Distribution System could be controlled and monitored in manual mode (by operator), assisted (System prompted commands given by operator and executed by APMS) and complete automatic mode of operation. The scope of control and monitoring through each mode of operation is as given below:
(a) Auto Mode. In auto mode of operation, the system would carry out all functions automatically, without human intervention. There would be a provision to nominate the standby alternator from respective DG LCP directly to APMS located in the Main Switch Board(s), and once a DA has been placed in standby it would be started automatically by the system in case of a load of the running alternators reaches to 85%. Similarly, if the load on an alternator is less than 25 % for duration of 15 minutes, the alternator will be offloaded by transferring its load to the remaining running alternators, however, DG prime mover will be required to be stopped manually by the DG operator/ Watch keeper. Further, if the alternator parameters exceed the set warning limit, the standby DA would be started automatically and load transferred after synchronisation and paralleling. The DA with abnormal running parameter would thereafter be offloaded and stopped. The APMS should also provide overall protection of the PGD system in both assisted and automatic mode of operation. Synchronisation of generators across Supply Breakers, Interconnector Breakers and Busbar Linking Breakers shall be provisioned in Auto mode of APMS control of switchboards in all possible configurations.
(b) Assisted Mode. In assisted mode, all actions are required to be carried out by the operator from the APMS Control Console at the switchboard(s) based on the suggested course of action recommended by the APMS system. However, it would be left to the operator to take the best course of action. The operator would also be in a position to initiate any action without being prompted by the system. In this mode in case of paralleling two alternators the APMS will automatically synchronize the frequency, phase and the voltage of the incoming alternator and closes the breakers automatically after all safety interlocks are taken care. The APMS will continuously monitor the status of each breaker. This mode of operation will be the Default mode of the system. Synchronisation of generators across Supply Breakers, Interconnector Breakers and Busbar Linking Breakers shall be provisioned in Assisted mode of APMS control of switchboards in all possible configurations.
(c) Manual Mode. Manual mode of operation would be resorted to when there is a failure of Automation system (APMS). This mode is also selectable for one or more section(s) of the switchboard, with the balance switchboard remaining in Auto/ Assisted mode of APMS control. In this mode the operator
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decides the type of configuration of the Switchboard(s), for example AFT/FWD, STBD/PORT, ISLAND or Ring configuration. For carrying out these functions, each breaker should be provided with push buttons for electrically closing the Breaker. The breakers at main Switchboards could also be closed manually using a manual handle, if required. Local/ Remote switch shall also be provided at the switchboard, and when put at Remote, the breakers operations should be enabled from APMS MFCs. Also online insulation monitoring system should be provided for continuous monitoring the insulation of each Switchboard section. For synchronization purpose, a double Voltmeter and a double frequency meter along with a synchronoscope, Governor and AVR Control switches for each alternator, should be provided. Any two alternators could be synchronized in manual mode across Supply Breakers, Busbar Linking or Interconnector Breakers. For this functionality, each MSB section should be provided with suitable selection switch for “Running” and “Incoming” supply, alternator AVR and Frequency control switches with double scale voltmeters, frequency meters and one synchronoscope. Manual paralleling will be achieved from the respective MSB on which the alternator to be controlled is connected. In such case it should be possible to exercise total control over the alternators from the respective section of the switchboard and also over the distribution system from the switchboards. Synchronisation of generators across Supply Breakers, Interconnector Breakers and Busbar Linking Breakers shall be provisioned during Manual control of switchboards and in all possible configurations.
Note: The APMS system will not be operational in manual mode and all the operations will be done manually. However, status and parameters of the switchboard section(s) in manual mode would be monitored and indicated on the APMS consoles.
(d) Training Mode. In this mode the system should simulate by various conditions through an Onboard Training Software (OBTS) mainly for the purpose of training operators and maintainers. This mode should work in conjunction with the other modes so that the normal mode of operation is not disturbed. In the event of failure of the last control station, one or more of the Consoles in training mode are to revert to control mode based on a predetermined sequence subject to validation and acceptance of the control by the operator.
9. APMS FUNCTIONALITIES
9.1. Auto/Remote Starting/Offloading of DG Sets. Auto start/ Offloading of DAs would be possible from the APMS Console once the DAs have been placed in standby. This feature is provided in APMS to avoid the preferential trip situation by making the second DA available, in advance. The sequence of load dependent Start/Stop of DG sets would be as given below:
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(a) Load on running DG goes beyond 85%, APMS will wait for 8 seconds.
(b) If the Load remains beyond 85%, it will generate a “Start” signal for the ‘Standby generator’.
(c) When Standby DG gets started and on availability of ‘DA Ready to Load’ signal, APMS will start synchronisation of two alternators. Synchronisation, paralleling and transfer of load should get completed within 60 seconds which is configurable during commissioning trials onboard ship depending upon prime mover response. The minimum achievable time for perfect synchronization should be documented and beyond this time limit “Failed Synchronisation” signal with audio visual alarm should be generated by the system. Thereafter, the APMS should send “Start” signal to next “Standby” Generator followed by synchronisation and paralleling for load transfer.
(d) On synchronisation of two DA’s, sequence of paralleling and load transfer will be completed. In the interim if load decreases below 85%, the system will wait for 15 minutes for reinitiating generator ‘Off loading’ process. The watch keeper would manage load and avoid the load remaining at this critical value of 85% on one DA.
9.2. In case of assisted mode, when the load on the running alternator increases beyond 85%, the system should give audio visual alarm and should prompt the operator to select one of available options for either shifting load to a running generator or start a standby generator at APMS console. Subsequently the Operator would need to select “Close Breaker” for synchronisation/ paralleling of the designated alternator with the running alternator for transfer/ sharing of load.
9.3. In case the running generator has to be offloaded, the system would automatically effect load transfer from the running generator to the other generator once operator selects “Switch Off Generator”. The exact procedures and associated commands for these operations would need to be finalized during the design review.
9.4. Automatic Synchronisation of Alternators. The system should carry out automatic synchronisation of alternators indicated by the operator before paralleling. The system should have control over the governor as well as the AVR in order to adjust the frequency and voltage of the incoming alternator. Once the alternators are synchronized, the system should automatically parallel the alternators and effect the load transfer. If the synchronisation fails within the stipulated time, then an appropriate event message for failure of synchronisation along with the reason for failure should be displayed. During automatic /assisted Mode of operation, synchronisation of generators and switching them in parallel operation i.e. time interval between the moment of issuing the pulse for a switch turning ON and the moment of voltage phase coincidence of synchronized sources (intrinsic turning ON
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time of switch between them) should be minimised for synchronisation and minimum equalizing current while their connection in parallel.
9.5. Active/ Reactive Load Sharing. The system should ensure proportionate active/reactive load sharing by both the running alternators when in continuous parallel mode operation.
9.6. Automatic Load Shedding. In case of failure of one of the running alternators or the load on the running alternator increases to 85% of the alternator capacity for a duration of 15 minutes and no standby alternator is nominated/fails to start, the system in Auto mode should resort to automatic preferential load shedding at three different stages of generator load i.e. at 95%, 100% and 105% of rated load (which could be modified by the system manager through suitable passwords). Each stage has pre defined unimportant consumers which should be shed by APMS system after giving adequate audio/ visual warning. In case the system is in assisted mode, a suitable warning should be given and the system should recommend the loads to be shed. The load priority should be a programmable function so that each consumer can be assigned right priority depending on the mission requirements.
9.7. Maximum Load Setting For Alternators. Though all the four alternators are of equal capacity (1 MW), the software should permit change in maximum load limit for the individual alternator in case the material state of any DA necessitates it (down grading the DA sets etc). In this case the APMS has to calculate the percentage loading of the alternator with respect to the new limits and initiate all power management actions.
9.8. Central Control and Switching. The system should permit switching ON/OFF any of the breakers of the main switchboards from the APMS MFCs. It should also permit remote switching ON/OFF of alternators breakers from the console provided in the SCC/ MCR. The APMS should also compute and provide details of available spare power that can be supplied through the ESS fitted in each switchboard, which could be required during emergencies. The PGD system should be remotely controlled and monitored from any of 3 APMS MFCs located one each in two MSBs and SCC. The APMS MFC in SCC will have monitoring functions enabled however, controls on this MFC will be hardware protected. The APMS MFCs located in MSBs will have SIC logic with hierarchical user allocation and password protection.
9.9. Control and Monitoring of Shore Supply . The system shall be capable of control (ON/OFF) of shore supply breakers for taking on/off load of shore supply without synchronising with ship’s fitted generators. Further, provision shall exist for APMS to monitor and control the complete power distribution system when shore supply is on load. The system shall provide following interlock to prevent accidental paralleling of Shore supply with ship installed generators:
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(a) If the shore supply breaker of a particular section is ON or the section is fed from another shore supply point, the APMS shall not permit switching ON of the alternator supply breaker connected to particular section.
(b) Conversely APMS shall not permit switching ON of shore supply breaker of particular section of switchboard if the same section supply breaker is ON or the section is fed from other alternator power supply.
9.10. Failure Alarms. The system should provide extensive audio/ visual Failure Alarms and Indications to ensure safe operation.
9.11. Remote Control and Switching. The system should permit switching ON/OFF of main equipment breaker supplied directly from switchboard FBs from main control console.
9.12. SelfHealing Features. In case of short circuit faults the systems should automatically isolate the faulty line.
9.13. MIMIC Pages. The system should represent the entire network on MultiFunction Consoles (MFCs) using hierarchical mimic diagrams. The MIMIC diagrams would be finalized during the design review with the OEM.
9.14. Onboard Training System (OBTS). The system should have a mode of operation that will enable training for the operator and maintainer on the system. In this mode of operation the ship machinery will not be controlled by the functions that are executed during the training.
9.15. Post Failure Review. The system shall provide record of all events, alarms and online PGD parameters for Post Failure Review to ascertain exact cause of failure in an interconnected system.
9.16. Switchboard Parameter Monitoring. Following parameters of the alternator/ switchboard are to be monitored for safe operation of PGD as a system:
(a) Voltage(b) Current(c) Frequency(d) Insulation of MSB(e) Alternator bearing and stator winding temperature(f) Power Factor(g) Total load on alternator
9.17. Protections. Protections are to be provided for the following:
(a) Over current(b) Short circuit
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(c) Reverse power(d) Over and Under voltage(e) Single phasing(f) Under and Over frequency (g) Failure of rotating rectifier(h) Over Speed
(Note: In addition, the integrated protection system should incorporate prime mover protection (as indicated by the IPMS system which monitors the critical parameters such as lub oil temperature and pressure, cooling water temperature & pressure, over speed etc., remain within the preset safe limits). In case any of the parameters exceed the set limits, the system should initiate an automatic shutdown of the prime mover after offloading of the generator, duly considering the criticality of the exceeded parameter.)
9.18. Monitor the PGD Configuration. The APMS shall monitor and clearly indicate the following configuration information:
(a) Switchboard Configuration. Based on the supply sources that are already online, a list of achievable generation configurations should be displayed to the operator for selection. The main switchboard configurations that should be identified and displayed by APMS are as follows:
(i) Close Ring/ Open Ring(ii) Fwd/ Aft split(iii) Port/ Stbd split(iv) Island
(b) Diesel Alternator States. APMS shall monitor the DA state and its Supply breaker position and indicate all steady as well as transition states of the DAs.(c) Supply Source. Based on the DAs online and the Shore CB position, APMS shall indicate the Source (DAs or shore) that are supplying power to the ship, number of DAs online for each switchboard and number of DAs online for the system.
(d) Consumer List. A summary of all the consumers connected to the system shall be maintained, and shall be displayed to the operator on request. This list will be used for reconnecting the consumers after load shedding.
9.19. Breaker Control. This function should be provided for the Opening and Closing of breakers in all modes of operation, during synchronization of alternators and preferential tripping. The control sequences can be initiated by operator command or by the automatic sequencing algorithm of the APMS. The commands shall apply to all the main breakers located in MSB. The progress of each command
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shall be monitored and operator shall be informed if the sequence fails with appropriate details to allow the operator to investigate the reason of failure.
9.20. Automatic Recovery from Load Shedding. In order to recover from load shedding condition APMS should take following actions:
(a) Starting of Standby DA: As part of load shedding APMS shall ensure that a standby alternator is brought online to meet the additional power demand.
(b) Reconnection of consumer once power is restored: The APMS shall monitor the available capacity after load shedding and once enough capacity is available it will start connecting the consumers that were disconnected as a result of load shedding. The consumers shall be connected in groups (based on their importance) to ensure that the system will not be overloaded again. This would be valid for only those consumers which have the facility of remote switching. A probable list of such consumers will be drawn during detailed technical discussions/ design reviews.
9.21. Blackout Recovery. On detecting the loss of supply across all DA Supply Breakers and Shore Supply Breakers APMS shall take following actions:
(a) Ensure that all the switchboards get reset to island operation by opening all BBs and IBs.(b) Start standby DGs in order of standby priority and take it on load.(c) Evaluate the system configuration and reestablish the configuration that was in effect before black out.(d) If the configuration cannot be established then provide suitable prompts to the operator.(e) During the blackout recovery the operator must be kept informed of each step of the recovery sequence.
9.22. Asset Configurations. The APMS shall have selectable feature to switch over to pre defined asset configurations depending upon load requirement during various operating states of the ship. Number of DAs connected to busbar, number of DAs in Standby state and status of IBs/ BBs will be pre defined for each asset configuration. These details will be jointly worked out by IN/ Shipyard on finalisation of ship’s complete load requirement during future design reviews. Broadly the assets will have following configurations:
(a) Island. There will be two island configuration of assets i.e. MSBI and MSBII. However, section(s) of two switchboards may be connected together to form an island depending upon availability status of assets for operational exploitation.
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(b) Complete Ring . Both the switchboards will be connected together to form complete ring and supplied by one or two generators running in parallel.
(c) Athwart Ring . The two MSBs are in Standalone configuration and alternate IBs are in OFF state to form athwart ring of PGD system.
(d) Fore & Aft Ring . The two adjacent sections of the two switchboards are connected together through respective IBs and both the BBs are in OFF state to form fore & aft ring of PGD system.
10. System Integration Requirements
10.1. The APMS vendor shall assume the role of System Integrator and shall interface, directly to the control circuitry of generators, switchboards, consoles and other equipment allowing remote monitoring and control of each of the modules. A multilevel access control system must be implemented to ensure sufficient redundancy. The APMS vendor shall be required to interact with IPMS vendor on an as required basis for interfacing through gate way computer for monitoring of PGD status on IPMS consoles. The OEM shall also interact with IN nominated System Integration Authority (SIA) for the platform, viz., WESEE, to exchange information on interface protocols/ integration requirements and formulation of platform level Composite Interface Specification (CIS) document.
10.2. The subsystems of APMS shall have spare serial and Ethernet standard interface ports with the requisite drivers embedded in the system, or provision for future enhancement due to system upgradation, augmentation in system capability or integration with any other systems as found necessary by the Indian Navy.
10.3. The APMS supplier shall perform the following tasks to support this integration effort as part of the overall effort involved in the design, development, delivery, installation and commissioning of the APMS:
(a) Interface Control Document/ Instrumentation List The APMS supplier shall produce the interface control document (ICD) and validate the same based on information obtained from the Shipyard. The ICD shall be the governing document for all signal interfaces between the APMS and IPMS. The ICD shall be kept under strict configuration control. After the ICD is frozen, it shall not be modified without permission from the IN. The requirement for development of suitable simulators for testing/ proving/ diagnostics of the finalised interface protocols should also be included in the scope of deliverables by the OEM.
(b) Computer Software Development and Quality Assurance Plans The APMS supplier shall develop computer software development plans and Quality Assurance plans in accordance with MILSTD2167A, Defence System Software Development standard. The supplier shall also provide tailoring
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guidance, if any, in the implementation of MILSTD2167A. The requirements of IEC 12207 standards should also be considered during implementation. However, it is imperative that the supplier has proven experience in developing software for front line warships in accordance with MILSTD2167A, and provides details of such experience to the Indian Navy. If felt necessary IN will involve any external agency for QC of the software and the APMS vendor will support such an external agency.
(c) APMS units assembly drawings As part of the overall drawing package, the supplier shall provide assembly drawings for the various units comprising the deliverable APMS.
(d) APMS units installation drawings The supplier shall provide detailed outline and installation drawings for each deliverable of APMS. The drawings shall specify all requirements for cabling and maintenance access including clearances for swaying of equipment during high impact shock (if any) and cable bend radii. The drawings shall also include the weight of the units and the centre of gravity location.
(e) APMS units face arrangement drawings The supplier shall provide for review by the IN the layout drawings for all sub units provided with the APMS consoles, and other manmachine interfaces. These layouts shall be consistent with the requirement for full redundancy between the HMI in all consoles and shall be in accordance with the requirements of MILSTD1472 and ASTM F 1166.
(f) Onboard supply available: The system is to be suitable for operation with onboard supply 415 / 230 V AC, 3 /1Ph, 50 Hz. Any other power supply requirement shall be met by the supplier using suitable arrangements/ built within the equipment. All types of power supply requirements with number of feeders and power rating to be listed out.
11. Builtin Test Equipment
11.1. The BITE will be responsible for assessing the state of complete system before the application software is invoked. The BITE software should run automatically at powerup or in any other mode of operation. It should run without the operating system and will have total control over the complete system hardware and if there is no fatal errors detected the control will pass over to the operating system. The design of the system is to cater for the following features:
(a) Builtin Test (BIT) facility to identify, locate and indicate to the operator any fault that has occurred in the system during operation in all modes. The BIT shall detect 100% of all fatal faults. BIT messages shall be displayed at the bottom of the operator colour screens. Further, the BIT shall isolate 95% of all detected faults to one Line Replaceable Unit (LRU) and 100% of all detected
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faults to two or three LRUs. The BITE shall be capable of identifying the faults in at least (and not limited to) the following:
(i) Sensors: Sensors faults like the sensor value going out of limit.(ii) Processors: Timeouts to identify the faulty programs sequences, power supply faults, memory faults, peripheral I/O faults.(iii) Communication : Detection of physical communication breaks and excessively high error rates.
(b) Diagnostic Hardware and Software tools to enable trouble shooting up to component level repairs of VME cards at a qualified shore based depot facility.
(c) Results of builtin tests of any sub unit of APMS shall be able to be displayed at any computer based APMS HMI. If required, BIT results and contents of memory shall be able to be downloaded into the portable diagnostic terminal via the equipment’s diagnostic port for more detailed troubleshooting.
(d) Online Help. APMS should have hypertext help function that provides information in the multifunction consoles for all operation and maintenance functions. The maintenance help menu for operation will provide information related to the sequence of actions that the operator has to initiate for executing a functions. The help menu for maintenance will provide all information related to preventive maintenance schedules, description of the errors reported by BITE and the corrective maintenance schedules. The data could be fed by the operator at the time of the commissioning of the system and should be editable on as required basis thereafter. Editing should however be password protected.
12. Power Generation and Distribution System
12.1. Introduction. The Power Management on P17A ships mandates Power Generation and Distribution System (PGD) in Manual, Assisted and APMS mode of operation. The primary power supply of ship is 415V, 3ph, 50 Hz (at SWBD Busbar) neutral floating and terminated on generator terminal box. The power generation and distribution system will consist of Four (04) Diesel Alternators (DA) each of One (01) Mega Watt (MW) capacity, Two Main Switchboards (MSB), 02 Shore Supply Boxes (SSB) each having a capacity of handling amps current and an Automatic Power Management System (APMS) for complete control and monitoring of power generation and distribution in Manual, Automatic and Assisted modes of operation.
12.2. Power Generation Configuration. The alternators are designed to operate in continuous parallel mode of operation. They are synchronous brushless diesel alternators with an output power supply of 425 V, 3Ph, 50 Hz at generator terminals. The power could be generated in the following configurations:
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(a) One or more alternators supplying power to complete ship, as independent generators feeding respective sections and/ or neighbouring sections.
(b) One alternator independently running in each main switchboard and supplying power to both sections of the Switchboard.
(c) Two alternators connected to their respective section in same MSB or respective section of two different MSBs and running in continuous parallel operation mode supplying power to complete ship. In the event of an emergent requirement for offloading or load transfer from one of these two generators, the existing parallel operation would need to be isolated before any other ‘incoming’ generator is paralleled to this ‘running’ generator. Under no circumstances, parallel operation of three generators should be permitted.
(d) All the four alternators running independently and supplying power to their respective sections.
(e) One/ Two alternators supplying power to certain section(s) of the ship and the other section(s) being provided Shore Supply, while ensuring that onboard generators are never paralleled with Shore Supply.
(f) One / Two ship’s alternators providing power supply to their respective section(s) as well as to other ships ashore (while at harbour) through their respective Ship Alongside Boxes and other alternators supplying power to complete ship, except for the feeder consumers on the former switchboard section(s).
(g) The shore supply breakers will have suitable load export limiting relay for restricting the load being supplied from the ship through “Ship Alongside” application, upto the designed rating of Shore Supply Breaker. APMS will have ON/OFF control on Shore Supply Breakers.
12.3. Main Switchboard Boards
12.3.1. The ship has two main switchboards located in different compartments and named as per their respective watertight sections, each main switchboard is divided into two sections and each section is directly connected to their respective alternator with its Alternator Supply Breaker (SBs). Two sections of the same main switchboard are connected through the Busbar Linking Breaker (BBs) and all the main switchboards are interconnected with one another on the same bus with Interconnecting Breakers (IBs) in such a manner that they form one primary ring.
12.3.2. Controls on Main Switchboards. Each main switchboard will have the required number of generator SBs, IBs, BBs, Shore Supply/ Ship Alongside Breakers
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(SSB), Feeder Breakers (FBs) and Spare Breakers. The main switchboards will provide for the following functions:
(a) Monitoring of generator parameters.
(b) Manual Control of voltage, excitation and anticondensation heaters of the Alternator(s) in respective switchboards connected to its two sections.
(c) Manual switching ON/ OFF of SBs, IBs, BBs, SSBs, FBs connected to its two sections.
(d) Manual synchronization, Paralleling (with other alternators/ switchboard sections) and continuous parallel operation of two alternators of the same MSB/different MSBs (as required).
(e) Manual Paralleling of both sections of the same MSB when being fed with their respective alternators using the Busbar Linking breaker.
(f) Manual Paralleling of two alternators between different MSBs through the Interconnecting Breakers.
(g) The Shore Supply Breaker shall have an interlock with respective section busbars of the switchboard to prevent paralleling of shore supply with any of the Ship’s generators.
(h) Each section of the MSB is directly connected to its respective shore supply box through a shore supply breaker.
(j) Two sections of the same MSB being fed by two alternators not running in parallel and supplying power to their respective sections (Island mode of operation).
(k) Balancing of incoming load between two alternators running continuously in parallel of the same MSB and the difference in active load shared between both these alternators not exceeding 10% of the total load on both these alternators.
12.3.3. Local/ Remote Operation of Switchboards. The control of Main Switchboards can be exercised in local and/or remote from APMS consoles. Every section of main switchboards is provided with a Local/ Remote switch to exercise control locally or from remote independently or together. The change over from local to remote (APMS) will be in a hand shake manner. On placing the switch in remote, a signal will be sent out to APMS for taking over PGD control. In case APMS is ready to take controls, a visual indication for control in ‘Remote’ will be displayed on particular section(s) of Switchboards. Conversely, ‘Remote’ failed audio and visual indication will be displayed on the section(s). The control of SB, BB and IBs of a section will be
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in local control in case the Local/Remote switch is in ‘Local’ position. The control of Busbar Linking Breaker in each switchboard will be from APMS ONLY when both sections of a switchboard are in Remote.
12.3.4. Preferential Tripping. The main FBs at Switchboards shall be provided with remote control in assisted and automatic control to facilitate three stage preferential load shedding by opening designated FBs in case of overloading of alternators and to overcome faulty conditions. In case the load on DAs after three stage preferential trips is still beyond safe limit and “Stand by” DA is not available, the operator shall take control of PGD system in “Manual mode” and undertake load management by switching off power supply of other equipment as feasible. The priorities of services according to their functional importance with designated colour coding are as indicated below:
(a) BLUE (Priority 1) – Power required for streaming and Navigation of the Ship.(b) RED (Priority 2) – Power required for working of the Armament and Internal & External Communications. (c) GREEN (Priority 3) – Services associated for control of damage and keeping ship afloat.(d) WHITE (Priority 4) – Less Important supplies which should not be cutoff, except in emergencies.(e) YELLOW (Priority 5) – Unimportant and nonaction remaining services.
12.3.5. Provision of Alternate Power Supply. Two alternators through their respective switchboard section are connected to one primary switchboard. The primary switchboards would be located in different watertight sections and interconnected to form a primary ring main. The main switchboard shall be sectionalized so that in the event of failure of or action damage to any part of a switchboard, the faulty part can be isolated without any adverse effect on operation of other systems. Further, Normal and Alternate supplies to vital FBs shall be sourced from different MSBs. The switchboards are interconnected and the distribution arranged in such a way, that load unbalancing on generators under all operating conditions is kept to a minimum and not beyond 20% in any case.
12.3.6. Installation of Power Cables. Laying of power cables (from Generators to Switchboards and between Switchboards) as well as design of the busbars for designed/ computed Shortcircuit currents should conform to the IEC 60092352 specifications.
12.3.7. Power Distribution Arrangement. The PGD system onboard P17A is designed for distribution of power through bulkhead mounted MCCB panels or major/ minor fuse panels / MCB panels (modified tree system). However large single loads such as capstan ,major weapon equipment, Air Conditioning plants, Fire pumps etc. are directly fed from MSB through feeder breakers Further, all important equipment (List
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to be specified by Order placing Authority) will be supplied with ‘Normal’ and ‘Alternate’ power supply through ACOS.
12.4. Emergency Supply Socket (ESS). Each switchboard will be fitted with at least 10% spare feeder breakers. Further, two FBs in each switchboard will be fitted with a set of three phase Emergency Supply Sockets (ESS) of 400 Amp ratings with associated ACBs to facilitate provisioning of emergency supplies to equipment using portable emergency cables.
12.5. Ship’s Operational State and Estimated Power Requirement.
12.5.1. The ship is required to maintain different operational states at sea depending upon ordered mission. The total power requirement during each of such state will be calculated during various design stages of ship’s PGD system. The estimated loads during various operational states of the ship will be finalised as indicated below:
(a) Max. Activity (Action Stations) : KW(b) Operational Cruising : KW(c) Harbour (Day) : KW(d) Harbour (Night) : KW
12.5.2. The loading pattern of alternators under various operational states as indicated at Para 12.5.1 above is as follows:
Sl Operational State Generator Loading Configuration(a) Maximum Activity All 04 Generators running(b) Minimum Activity 02 running in parallel/ independent mode and
01/ 02 in standby(c) Break down/ Action
damage margin02 alternators running independently in different/ same main switchboard and 02 alternators in standby (based on action load)
(d) Maintenance Margin 1 alternator, based on total action load
12.6. Availability of Standby Alternator. The engineering department will prepare the prime mover in all respects for it to be taken on load as a standby alternator and thereafter designate it for standby operation in the local control panel of that prime mover/ IPMS. Once designated for standby operation the indication “Available for Standby Operation” should be available on the APMS console for auto start by APMS. In assisted mode of control, the operator in the respective MSB would designate as standby alternator to be taken on load in various conditions.
12.7. Off Loading of Running Generator. During Auto and Assisted mode of switchboards control, APMS should give a signal to IPMS on off loading of a running DG set for shut down of prime mover.
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12.8. Breakers Protection Features. The breakers fitted in MSBs shall have atleast the following protections:
Sl BREAKER PROTECTION(a) Alternator Supply Breaker (SB) Short Circuit
Overload TripReverse Power
(b) Interconnecting Breaker(s) (IB) Short Circuit Over Load
(c) Busbar Linking Breaker(s) (BB) Short Circuit Overload
(d) Feeder Breaker(s) Overload Short Circuit
(e) Shore Supply Breakers Overload Short Circuit
Note: The breakers (except Feeder Breakers) shall be provided with interlocking features to prevent reswitching of breakers in case short circuit and single phasing faults exists .
13. INTERFACING SIGNALS BETWEEN MSB AND APMS.
13.1. The interfacing signals between the Alternator / Switchboard and the APMS are outlined in succeeding paragraphs. Required sensors and transducers would have to be in scope of supply of APMS vendor. List of signals stated below is only indicative and complete list shall be furnished during detail design stage.
13.1.2. I/O Signals for Supply Breakers in Switchboards. (To be discussed in detail, especially for BBs and IBs w.r.t their requirements for synchronization during the design review)
(a) The typical interfacing signals (IO Signals) between the 04 Supply Breakers (SBs), 02 Busbar Linking Breakers (BBs) and 04 Interconnecting Breakers (IBs) in the 2 Switchboards and the APMS is tabulated below Sensors and transducers/ interposing relays (for receiving control commands for 24V DC wet contacts) would be in scope of supply of APMS vendor. List of signals mentioned is only indicative and complete list shall be furnished during detail design stage.
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SNo
List of Signal
Functionality of Signal
I/O Signals Source Sensor
AI
AO DI DO
1 DA Freq rise
Synchronisation and Frequency control
4 APMS Terminal to be provided in the SWBD to receive/ transmit signal of 24V, 1A, Pulsed type.
2 DA freq lower
Synchronisation and Frequency control
4 APMS Terminal to be provided in the SWBD to receive/ transmit signal of 24V, 1A, Pulsed type.
3 DA Supply Voltage (R phase).
Monitoring and calculating load
4 SWBD 420 MA transducer. External 24 V DC supply
4 DA Supply Voltage (Y phase)
Monitoring and calculating load
4 SWBD 420 MA transducer. External 24 V DC supply.
5 DA Supply Voltage (B phase)
Monitoring and calculating load
4 SWBD 420 MA transducer. External 24 V DC supply
6 DA current (R phase)
Monitoring and calculating load
4 SWBD 420 MA transducer. External 24 V DC supply
7 DA current (Y phase)
Monitoring and calculating load
4 SWBD 420 MA transducer.
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SNo
List of Signal
Functionality of Signal
I/O Signals Source Sensor
AI
AO DI DO
External 24 V DC supply.
8 DA current (B phase)
Monitoring and calculating load
4 SWBD 420 MA transducer. External 24 V DC supply
9 DA Supply Frequency
Monitoring and synchronizing
4 SWBD 420 MA transducer External 24 V DC supply
10 DA Power Factor
Monitoring and calculating load
4 SWBD 420 MA transducer External 24 V DC supply
11 DA start Remote start of DA
4 APMS Terminal to be provided in the SWBD to receive/ transmit signal of 24V, 1A, Pulsed type.
12 DA Stop Remote stop of DA
4 APMS Terminal to be provided in the SWBD to receive/ transmit signal of 24V, 1A,(through a relay closed contact).
13 Breaker Open Command
Remote operation of the breaker
4 APMS Interposing relay to be provided to
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SNo
List of Signal
Functionality of Signal
I/O Signals Source Sensor
AI
AO DI DO
have potential free contact in the SWBD to receive signal of 24V, 1A, Pulsed type
14 Breaker Close Command
Remote operation of the breaker
4 APMS Interposing relay to be provided to have potential free contact in the SWBD to receive signal of 24V, 1A, Pulsed type
15 Breaker Open status
Monitoring breaker status
4 SWBD A potential free contact to be provided in the SWBD for APMS
16 Breaker Close status
Monitoring Breaker status
4 SWBD A potential free contact to be provided in the SWBD for APMS.
17 Breaker Trip Status
Monitoring Breaker status
4 SWBD A potential free contact to be provided in the SWBD for APMS
18 Breaker trip protection
Monitoring the cause for which the breaker has
SWBD The breaker protection
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SNo
List of Signal
Functionality of Signal
I/O Signals Source Sensor
AI
AO DI DO
been tripped by the relay
relay housed in the SWBD to indicate to APMS the cause of breaker trip on the serial link
19 Breaker phase angle
Monitoring and synchronizing
4 SWBD 420 mA transducer. External 24 V DC supply
20 AVR Increment
Remote control of AVR by APMS Operator
4 APMS Terminal to be provided in AVR to receive/ transmit signal of 24V, 1A, Pulsed type
21 AVR Decrement
Remote control of AVR by APMS Operator
4 APMS Terminal to be provided in AVR to receive/ transmit signal of 24V, 1A, Pulsed type.
22 Local / Remote Status
The remote status will enable remote operation of SWBD breaker from APMS
4 SWBD The potential free NC contact to be provided in the SWBD for remote /local switch status.
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(b) The Supply Breakers should be provided with protection relay that will provide all the protection as specified in EEDQ264. A local/ remote switch will be provided on the SWBD for remote operation of the breakers, frequency/ voltage control for synchronisation and load management by the APMS or for local operation through the Switchboard. Interposing relays are to be used for remote operation of the breakers. Following transducers are needed to be mounted and wired on the Switchboard for monitoring and control of the breakers:
(i) Current transducer : 3 / supply breakers : 12(ii) Voltage transducer : 3 / supply breakers : 12(iii) Power Factor Transducer : 1 / supply breaker : 4(iv) Phase Angle Transducer : 1 / supply breaker : 4(v) Frequency Transducer : 1 / supply breaker : 4
13.2. I/O Signals for Shore Supply Breakers in Switchboards. The typical interfacing signals (IO Signals) between the two Shore Supply Breakers (one in each Switchboards) and the APMS is tabulated below:
S No
List of Signal
Functionality of Signal
I/O Signals Source Sensor
AI AO DI DO1 Shore
Supply Voltage (R phase)
Monitoring and calculating load
2 SWBD 420 MA transducer. External 24 V DC supply.
2 Shore Supply Voltage (Y phase)
Monitoring and calculating load
2 SWBD 420 MA transducer. External 24 V DC supply.
3 Shore Supply Voltage (B phase)
Monitoring and calculating load
2 SWBD 420 MA transducer. External 24 V DC supply.
4 Shore Supply Current (R phase)
Monitoring and calculating load
2 SWBD 420 MA transducer. External 24 V DC supply.
5 Shore Supply Current (Y phase)
Monitoring and calculating load
2 SWBD 420 MA transducer. External 24 V DC supply.
6 Shore Supply Current (B
Monitoring and calculating load
2 SWBD 420 MA transducer. External 24 V
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S No
List of Signal
Functionality of Signal
I/O Signals Source Sensor
AI AO DI DOphase) DC supply.
7 Shore Supply Frequency
Monitoring and calculating load
2 SWBD 420 MA transducer. External 24 V DC supply.
8 Shore supply power factor
Monitoring and calculating load
2 SWBD 420 MA transducer. External 24 V DC supply.
9 Breaker Open status
Monitoring breaker status
2 SWBD A potential free contact to be provided in the SWBD for APMS.
10 Breaker Close status
Monitoring breaker status
2 SWBD A potential free contact to be provided in the SWBD for APMS.
11 Breaker Trip status
Monitoring breaker status
2 SWBD A potential free contact to be provided in the SWBD for APMS.
12 Breaker Open Command
Remote operation of the breaker
2 APMS Interposing relay to be provided to have potential free contact in the SWBD to receive signal of 24V, 1A, Pulsed type
13 Breaker Close Command
Remote operation of the breaker
2 APMS Interposing relay to be provided to have potential free contact in the SWBD to receive signal of 24V, 1A, Pulsed type
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13.3. I/O Signal for Feeder Breakers in Switchboards. The typical interfacing signals (IO Signals) between each Feeder Breaker in the switchboard/ distribution board and the APMS is tabulated below:
S No
List of Signal
Functionality of Signal
I/O Signals Source Sensor
AI AO DI DO1 Breaker
Open Command
Remote operation of the breaker
1 APMS Interposing relay to be provided to have potential free contact in the SWBD to receive signal of 24V, 1A, Pulsed type.
2 Breaker Close Command
Remote operation of the breaker
1 APMS Interposing relay to be provided to have potential free contact in the SWBD to receive signal of 24V, 1A, Pulsed type.
3 Breaker Open Status
Monitoring breaker status
1 SWBD A potential free contact to be provided in the SWBD for APMS.
4 Breaker Close Status
Monitoring breaker status
1 SWBD A potential free contact to be provided in the SWBD for APMS.
5 Breaker Current
Monitoring Current and calculating load.
1 SWBD Current Transducer 420 MA transducer.
6 Breaker Trip Status
Monitoring Breaker status
1 SWBD A potential free contact to be provided in the SWBD for APMS.
* The above I/O signals are for one breaker. The same is applicable for all the Feeder Breakers in the switchboard/distribution board.
13.4. Permissive for Heavy Consumers. The heavy load circuit breakers will require the permission of the APMS before it is taken on load. The APMS will check all the conditions (availability of power required by the consumer) before the heavy
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load ACB is closed at switchboard. These conditions will be implemented for heavy load consumers only and such consumer will be identified by IN.
14. Quality Assurance Programme. The APMS Supplier shall document, implement and maintain a quality assurance programme that conforms to the requirements of ISO9000 series. A Quality Management Plan shall be prepared and submitted. The APMS Supplier shall submit a quality management plan tailored to meet the project requirements and the system and equipment offered. All material, data, supplies and services under the contract, whether manufactured or performed in the supplier's plant or at any other source, shall be covered by the plan. The plan shall identify quality hold points along with references to detailed instructions for each point.
15. Inspection & Testing.
15.1 Inspection / Classification
(a) For design : Directorate Of Electrical Engg. (DEE) of Indian Navy.
(b) Design Reviews : Team nominated by IN.
(c) IFATS : Team nominated by IN.
(d) Onboard trials : Team nominated by IN.
(e) Inspection : DGQA(N) of MOD
15.2 The supplier should also furnish data/information about the methods/measurements carried out in evaluating the performance of the equipment during the trials. During workshop tests, all the supplied equipment is to be installed on the test bed and operated in the same way as it will be on board the vessel. Test cases for testing of APMS software would be provided during IFATs of equipment. Any correction applied for different environmental and installation conditions shall be duly notified to concerned Naval Agencies, seeking their approval.
15.3 The testing installation shall provide for a mounting arrangement of better or equal stiffness than the expected one for the ship structure where the unit will be seating.
15.4 The schedule for inspection, test & trials should be drawn up in such a way that all inspections including component level inspection, trials of subassemblies, etc., should be, as far as practicable performed at the corresponding stage of
39
manufacture. Detailed measurements should be carried out at the appropriate stage of manufacture.
15.5 All tests required are to be carried out as per section of specification NES 530 & 511 and JSS55555 (for environmental testing) in the presence of Naval Inspection Agencies and report submitted thereafter.
15.6 The first of each type of equipment is to be type tested and each successive unit is to be production tested at the manufacturer’s works. Type tests shall be carried out on equipment as per table below:
Sl TEST SPECIFICATION TEST CONDITION/SEVERITY
1 Vibration JSS 55555 Test 28 5 – 33 Hz2 High
TemperatureJSS 55555 Test 17 55 deg C for 16 Hrs. Procedure
5, Test Condition ‘G’
3 Damp heat JSS 55555 Test 10 40 deg C – 95 deg C RH for 16 Hrs
4 Drip proof JSS 55555 Test 11 Vertical Water drip1 m height for 15 min
5 Mould growth JSS 55555 Test 21 29 ° C 90 % RH mould growth chamber for 28 days
6 Bump JSS 55555 Test 5 1000 bumps – 40 G, 6 m/sec
7 Shock / Impact
JSS 55555 Test 24 As per laid down Specifications
8 Inclination/ Tilt CL. 1.1.1(e)
9 Ship Motion CL. 1.1
10 EMI/EMC MILSTD 461 E
As applicable for equipment for installation on surface ships
11 Performance/Electrical test
NES 530 &511 As per laid down specifications
16. Documentation
16.1 Provision of adequate documentation for effective operation and maintenance of APMS is an important aspect of the contract. All drawings and documents shall contain dimensions and other parameters in metric units. The documents for COTS item should be generally in accordance with MILM7298C and documents for items other than COTS shall be generally in accordance MILM7298 & MILM24100. Six sets of soft copy of all the documents are to be supplied in CD ROM for each Ship. The following technical documents shall be prepared and supplied as required.
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Description
Content Numbers
Technical Manuals
User Handbook 15 sets
Software documentation as per IEEE12207 15 setsInterface Control Document with Protocols 15 setsTechnical Manual PartI (Technical description/ circuit drawings)
15 sets
Technical Manual PartII (Preventive and Corrective Maintenance routines and trouble shooting )
15 sets
Technical Manual PartIII (Overhaul and Reconditioning)
15 sets
Technical Manual PartIV (Manufacturer’s Parts List, Layout drawings of the PCB and subunits)
15 sets
Technical Data
As made Installation Drawings 15 sets
Test Procedure and Documentation. 10 setsCertified Test Reports & records. 5 sets
16.2. Drawings. The drawing package is to include all drawings, specifications and details sufficient to enable local support of all supplierdesigned and manufactured APMS sub units. Drawings are to be delivered in full size reproducible form and as CAD files on electronic media. The following information is to be included in the Electrical drawings and associated lists of the APMS:
(a) Dimensional outline, in metric units, of all major assemblies showing overall and principal dimensions in sufficient details to establish the limit of space in all directions required for installation, operation and maintenance.
(b) A table of reference drawings to include drawing number of each major assembly.
(c) A block diagram of all major assemblies, showing interconnection between these assemblies.
(d) Location, type and dimension of cable entrance plates, connectors, etc.
(e) Any special instructions for installation, preservation, painting, etc.
(f) Heat Dissipation.
(g) Cable routing diagram for Fibre Optic cable.
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(h) Cable diagram for other wiring in the preview of APMS for integration.
(j) Detailed unit interconnection cable diagram with terminal number details and cable specification.
(k) Earthing & shielding details.
16.3. Manuals. In addition to the general requirements covered by the data ordering document, the content and arrangement of the manuals shall be as follows:
(a) Front matter(b) General information(c) Installation(d) Operation(e) Maintenance, repair and trouble shooting for levels up to second level maintenance. Component level maintenance procedures shall be offered as an option.(f) Parts identification List or parts breakdown(g) Test Data(h) Drawings reduced size(i) Appendix inserts on special components(j) Software validation
16.4. The technical manuals shall be produced in accordance with MILM7298C and JSS01025101: 2001 and shall be provided in both hardcopy form and on optical media (CDROM). Electronic documentation shall be compliant to the IETM Level 4 standards.
17. Software Documentation
17.1 The deliverable software documentation shall comprise following:
(a) Functional Specifications. The system operation and functional specifications shall be defined in detail in the document. This document shall be prepared after extensive interaction with the user and should be produced within 90 days from signing of contract. The functional specifications document shall contain detailed description of individual functions including the processing that takes place and the expected display formats.
(b) Software Requirements Specification (SRS).The software requirements specifications would be evolved from the functional specifications.
(c) Interface Design Document (IDD).This document will contain all details of the interface between various hardware as well as software elements of the system.
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(d) Design Documents.The software design documents would consist of system level software design document describing the software architecture and the overall design concepts and a detailed design document giving all the details up to module level including data flow and control flow diagrams. It will also contain top level software configuration depicting interconnection of various software modules and their description.
(e) Data Flow diagrams using standard methodologies.
(f) Source code listing, flow charts / Pseudo codes.
(g) Details of operating systems used.
(h) File structures.
(j) Operating manuals.
(k) Application S/W.
(l) Communication S/W.
(m) Documents relating to validation of software and hardware at the factory giving all the details of data used and results obtained.
17.2. The software documentation is to be in accordance with Defence System Software Development DODSTD2167A, MILSTD498 and ISO 12207. The supplier shall submit details of prior experience in developing software in accordance with MILSTD2167A/MILSTD498 for warships. It is imperative that the supplier provides complete source listings of all application software delivered with the APMS to the Indian Navy. This is to include detailed descriptions of the software development environment and the tools used therein. However, for offtheshelf commercial software (such as Microsoft Windows) the requirement for source listing can be ignored. Following source code/software is to be delivered to Indian Navy:
(a) Application codes for Consoles including OBTS.(b) Dynamic analysis.(c) Control / logic codes residing in RTU’s(d) Licensed copy of software environment used for developing above application. (Valid for 20 yrs.)
18. Hardware Documentation.
18.1.1. Hardware documentation in respect of hardware units like computers, interface units, data bus, I/O cards modules, control consoles, panels etc. specially designed
43
by the firm must contain detailed information. The following documentation should be supplied by the firm:
(a) System Description. This document shall describe the system level concepts; inter connectivity, technical description of interfaces, communication protocols including block diagrams, test procedures using BITE and first level maintenance procedures.
(b) Circuit Diagrams. Detailed circuit diagrams depicting implementation of various schemes along with signal description to be supplied.
(c) Maintenance Manuals. Manuals containing hardware details of all repairable units to undertake depot level maintenance should be provided in the scope of supply of the Depot Level Maintenance facility.
(d) Technical Specifications. This document shall describe the technical specifications of the hardware equipment used including details of I/O cards controllers etc.
(e) Installation Specification. This document shall include installation specifications and drawing of all hardware units.
(f) Hardware User Manual. This document will contain all aspects pertaining to initial start up of the system, hardware configuration settings and system shut down procedures.
19. Trial Procedures and Documents.
19.1. The trial documents and procedures have to be prepared by the vendor and the same have to be approved by NHQ before its promulgation. The document will outline the type of tests, test procedures, and the validation criteria for evaluating the system. The trial documents are as follows (not limited to):
(a) Software Preliminary Design Review (PDR). The PDR will be held at IHQ with participation of OEM and Officers from DND/DEE as per IHQ approved PDR document. During PDR all design details, system layout, sub assemblies, integration between APMS and SWBDs and IPMS (through gateway computer) will be reviewed. Further, mimic pages for complete functionalities of APMS will also be reviewed. The observations of PDR will have to be addressed/ incorporated by the Vendor before scheduling CDR.
(b) Software Critical Design Review (CDR). The CDR will be held at OEM premises with participation of a team of Officers from IHQ as per the approved CDR document. During CDR, software for complete functionalities of APMS including interfacing requirements will be reviewed. Observations of CDR will have to be addressed by the OEM prior porting of software into hardware.
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(c) Factory Acceptance Trials (IFATs). Each ship set of equipment shall undergo a Factory Acceptance Trial at firm’s premises. The FATs will be witnessed by IHQ nominated FATs team and observations of FATs will have to be addressed by the firm before clearance of system for shipment/onboard installation. The purpose of factory acceptance trials is to ensure that all equipment delivered are fully functional and any fault has been eliminated prior to installation. Since, APMS supplier will also manufacture and supply the SWBDs, the scope of FATs will be complete integrated system. The APMS Supplier shall submit a procedure describing all testing to be carried out at the factory. This procedure shall include:
(i) Functional tests(ii) Verification of design baseline, especially firmware and software(iii) Test equipment used, calibration requirements(iv) Pass/ fail criteria(v) Expected duration and time phasing.
(d) Onboard Acceptance Trials. Post onboard installation of SWBDs and APMS with consoles, the functionalities of complete integrated system will be tested with ship installed diesel generators. The firm has to forward a draft Acceptance Procedures for IHQ approval. The draft Acceptance Procedures to include testing of complete system including integration with IPMS and all other requirements mentioned in SOTRs.
20. Binding Drawing. The following binding drawing/documents in duplicate shall be submitted to IHQ/MoD(Navy) with a copy to shipyard
SL. DESCRIPTION SUBMISSION DATE(a) Overall dimensions with requirement of
maintenance space, weight, power supply, heat dissipation and CG of the equipment.
As specified by Ordering Authority.
(b) Mounting arrangement drawings with installation instructions.
As specified by Ordering Authority.
(c) Cable drawings outlining the cable layout between APMS subs units, UPS and I/O cables. Type/ specifications of cables are to be indicated on the drawing.
As specified by Ordering Authority.
(d) Equipment Internal drg. with Material list Indicating Part No, Quantity, Material, Makers name etc.
As specified by Ordering Authority.
(e) Data bus wiring selection and installation guidelines
As specified by Ordering Authority.
(f) Electrical terminal As specified by Ordering Authority.
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connection drawings showing location of all field wiring terminations and connections.
21. Training. The Indian Navy reserves the right to associate its representative during software development. In addition, the following training would be imparted by the vendor:
(a) Hardware Maintainer Training . A minimum of 8 personnel will be trained at the factory premises for a minimum duration of two weeks on all aspects of hardware including hardware maintenance.
(b) Operator Training . A minimum of 10 personnel would be trained in India by the vendor on all operator functions of the system for a minimum duration of 07 days.
(c) Software Training . A minimum of 4 personnel will be trained at the factory premises for duration of 4 to 6 weeks on all aspects of the software including software maintenance.
(d) Complete training package for on board exploitation & maintenance and for Second Level Maintenance along with Tool and Test Kit to be offered. Third level (depot level) maintenance shall also be offered together with the required special tools and test equipment. The level and number of personnel recommended for training in addition to what is mentioned above also need to be indicated. The manufacturer shall formulate and provide all necessary training dockets and charts for ship staff and shore support personnel for training and indicate availability of models for instruction.
22. Product Support
22.1. The supplier should confirm product support for a minimum period of 20 years for the equipment offered by them from the date of commissioning of the system. Essential infrastructure established ashore must be such that it can sustain the system for 20 years from the time of commissioning of the last ship, should be recommended and included in the technical proposal.
22.2. The following information is also to be supplied with the initial offer:
(a) Outline drawings of the equipment indicating overall dimensions, weight, CG and maintenance envelope.
46
(b) A brief description of the system and system configuration with block diagram meeting the SOTR requirement.
(c) Power supply requirements with load
(d) Heat dissipation of the main equipment, devices and subunits. Details of other ship services required
(e) Tools required for installation and maintenance
(f) Recommended on board and base spares holding (for 2 years and 5 years operation respectively) in ILMS format (in CD ROM)
(g) Special tool and test equipment to be supplied for on board maintenance.
(h) Manufacturer’s list of spares for installation & commissioning.
(j) List of main equipment included in the standard scope of supply
(k) List of accessories included/ not included in the standard scope of supply
(l) List of optional units and accessories not included in the standard scope of supply
(m) List of equipment required for installation and operation of the equipment and not supplied by the manufacturer.
(n) Clause wise compliance matrix for the SOR.
(p) Drawings / documents, if any, not supplied along with the offer is required to be supplied along with the binding drawing.
23. Preservation. The items supplied shall be duly preserved for at least 24 months of tropical storage. All the items would be supplied in cocoons with appropriate markings. These will be opened in presence of Firm’s rep as required for installation. Shortfall / inadequacies would be replenished by the firm free of cost within time frame indicated by shipyard to meet the ships construction schedule. If however it is found that the cocoon is received in a damaged condition, then the same would be opened on receipt and rectified / replaced as required & represervation would be done by shipyard, based on the preservation procedure to be forwarded by the firm, after checking the contents for quantity & state. Firm will be required to supply the preservative material for represervation if required.
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24. Warranty. The system and equipment supplied shall be warranted to be free from defects in material or workmanship and from defects or faults in design and non conformance to specifications, manufacturing or performance deficiencies for a period of 24 months from onboard acceptance trials. Extended warranty after this period has to be separately quoted on yearly basis. Software shall be warranted for a period of 5 years from onboard acceptance trials. Performance Bank Guarantee will also cover software warranty. During the guarantee / warranty period if any equipment or component thereof supplied by SUPPLIER suffers due to defective material and/or due to improper design and/or due to defective drawing or due to faulty workmanship, SUPPLIER shall assume full responsibility of rectification/replacement of such defective equipment or components thereof including all direct expenses, relating to removal and repositioning of the replacement / repaired equipment or components thereof and subsequent test and trial , incurred thereto.
25. AMC. The APMS Vendor shall be required to submit a proposal for at least five years post commissioning Annual Maintenance Contract proposal along with a cost break up of all proposed sub components with relevant manhours rate for conduct of routine and breakdown maintenance for the entire APMS system including its subcomponents on a turnkey basis. This AMC proposal shall be included in cost of the tender under a separate head & not be considered towards determining L1. IN/Shipyard will reserve the right for inclusion of this proposal while evaluation of the cost of the tender.
26. Spares
26.1. The Onboard spares and Base & Depot (B&D) spares are to be recommended by the supplier. For onboard maintenance the philosophy of repair by replacement shall be adopted. Therefore such recommendations are to be in commensurate with the reliability of critical components and component used in the system. The list of onboard spares shall be adequate for 02 years from the date of commissioning of the system. Installation and commissioning spares if any, shall be part of main system. Two set of B&D spares adequate to support the system for a period of five years including two refits shall be recommended. B&D spares should be essential assemblies, subassemblies or complete units that are to be stocked as insurance spares for quick repair of 07 ship sets. Any test equipment required to be carried by each ship, as well as the maintenance units shall be recommended and supplied as part of the contract. All the supplied spares (including cards/LRUs) should have the required shelf life, and be suitably packed for tropical climate storage.
27. Parts Identification List.
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27.1. The APMS Supplier shall prepare and submit a Parts Identification List (PIL) list, showing exploded views of equipment supplied to the Line Replaceable Unit (LRU) level, which shall include exploded view drawings of all equipment clearly showing how equipment is assembled. All equipment and components shown shall be identified by APMS Supplier part number shown in a tabulated parts list provided with the drawing. The PIL shall be organised such that it supports logical retrieval of data. The PIL description shall be part of the Operator's and Maintenance Manual. The PIL shall be included in the CDROM technical manual. (The Parts Identification list that gives the list of items upto LRU level is to be submitted at the time of submission of offer).
27.1.2 Integrated Logistic Support Data (ILS). The APMS Supplier shall provide data to support the Indian Navy in the preparation of Logistic Support Analysis. The lists of sub units of the system/equipment, OB Spares and B&D Spares are to be provided in INCAT documentation as given below:
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SPARES MANAGEMENT SYSTEM AS PER INCAT COMPATIBLE FORMAT
[IMPORTANT: EVERY SPARE AND EVERY PART WILL HAVE TO BE SUPPLIED WITH A PART NUMBER ( ITEM CODE ) FOR MERGING WITH ILMS FORMAT]
(a) ILMS means “Integrated Logistic Management System”, which has been in operation in Indian Navy.
(b) In order to operate ILMS successfully, Indian Navy wants all information of all equipment & spares to be provided in a structured format in digital storage media, which is compatible to ILMS. The items must include all on board and base & depot spares.
(c) Some of the information required, are to be provided by OEM and details of requirement is stated in following paragraphs.
(d) All equipment / assembly / subassembly / items (kits) must have a part no (item code will be formed out of this part no) and this should be unique.
(e) All manuals, PIL / CPIL & ‘Asmade’ drawings also must have part number. Drawing number may be designated as part number. Description for Asmade drawings should start with “Asmade drawing for……….” to distinguish between item & its drawing.
(f) Part Nos. must not be repeated.
(g) Each equipment drg is to be broken down to assembly, subassembly & item level for assigning part numbers.
(h) In case any item has two separate part numbers, one part number. is to be indicated against field “Substitute part number” and substitute type is to be ‘R’. If any item can be replaced by any another item, the second item is to be indicated against field “Substitute part number” and substitute type is to be ‘F’.
(j) All data are to be filled up in Microsoft Access / Excel.
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RELATIONAL TABLES AND COLUMNS OF INCAT
Legend
All fields of a table : Key field, No duplicate values allowed.Null : May be left Blank (Other fields are compulsory)Bold Fieldnames : To be provided by the Prof Dtes.Underlined Fieldnames : May be provided by the OEM / Shipyard to Indian Navy.For ANY Code : Use the attached List of Codes or data provided by ILMS for existing Codes.
But if any doubtItem Code : You may use two fields in lieu – OEM’s Name and
OEM’s Part Number. Restrict Part Number to char (24).Vendor Code : You may use the Vendor’s Name with the Unique
Location Identifier, e.g. BEL Hyderabad.Dealer Vendor Code : Put the details in the Vendor Table, and use the
Dealer’s Name with Unique Location Identifier.Country Code : Use Data provided by ILMS. You may use full name of
the Country when in doubt.
EXPECTED FROM OEM/SHIPYARDItem TableItem Code Char (32) *Item Desc Char (60) * Unique identifier put other properties in Characteristic Table.Item Deno Char (3) * Strictly use Codes supplied by ILMS. It
will Mostly be number or set.Months Shell Life Tinyint * 0 (zero) for nonshelf life items.
Spec TableItem Code Char (32) *Spec name Char (30) * Eg, DIN, ISI, BIS, GOST.Value Varchar (20) The number associated with the
corresponding specification name.
Characteristic TableItem Code Char (32) *Characteristic Name Char (30) E.g. LENGTH, MAX TEMP, ADREF
(ADDL REFERENCE), DRAWING Value Varchar (60) Value of the property of Drawing Number with serial number of the part in the drawing.
51
Substitute Table
Item Code Char (32) *Substitute Item Code Char (32) * One of the items in the item Table.
Use OEM Name and OEM Part number in lieu.
Substitute Type Char (1) As per attached List of Codes.
Eqpt Table
Eqpt. Item Code Char (32) * Each Eqpt is also an item by itself. This is same as Item Code.
Year Obsolescence Char (4) NullHours Estimated Life smallintHours MTBE smallintHours MTBR smallint
EASK TABLE
Item Code Char (32) * Spare part identifier.EASK Item Code Char (32) Identifier for E or A or S or K.EASK Type Char (1) As per attached List of
Codes.Qty Constituent smallint Qty of spare part in that
E/A/S/K.EASK Book Ref varchar (31) NullQty BD Manufacturer smallint Recommended by
Manufacturer.Qty BD Manufacturer smallint Recommended by
Manufacturer.
Eqpt. Routine Table
Item Code Char (32) *Eqpt. Code Char (32) *Routine Type Char (1) * As per attached List of Codes.Periodicity smallint * Numeric Value of Routine Type, e.g.
500,3.Qty Part tinyint Null Qty of spare part expected to be
consumed.
Vendor Table.........................................................................................................................................................Include OEM, Manufacturer, Dealer,
52
Supplier, Trader.
Name Char (50) * Unique identifier, add location for multi Locational vendors.
Address Char (30) *Address Line 1 Char (30)Address Line 2 Char (30) NullAddress Line 3 Char (30) NullCity Varchar (30)State Char (20)PIN Code Char (7) NullCountry Code Char (3)Kompass Control No. Char (9) Null Please capture Tel/Fax/EMail /
Contact person also. See list of Few Additional Tables.
Telephone Numbers As reqd.Fax Numbers As reqd.eMail Numbers As reqd.Contact Persons Names As reqd.
DealerOEM Name Char (50) * Must Exist in Vendor table with full
details.Dealer Vendor Name Char (50) * Must Exist in Vendor table with full details.Item Vendor TableItem Code Char (32) *Vendor Name Char (50) * Must exist in Vendor Table.Certification No. Char (30) Null E.g. ISO9000Certification Type Char (3) Null As per attached List of Codes.
Price TableItem Code Char (32) *Price Date Small Date time *Price Ref Varchar (60)Unit Price CC Money Price in Currency Code of only Unit
Qty. and not for Qty Reflected in the last column.
Currency Code Char (3) As per attached List of Codes.Vendor Name Char (50) Unique Identifier of the Vendor.Qty real Null Total Qty for which Price is
applicable.
Codification Scheme for Item
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S No
Type of Store Part I Part II Part III
1 Naval Store (DS Cat Number) N GpCl Part No2 Naval Store (Admiralty) N ClGr Pattern No3 E&SP NonRussian E OEM Code Part No4 E&SP Russian S OEM Code Part No5 BEL Stores E OEM Code Part No
Note: 1. S No 1 and 2 are DS Cat and Admiralty Scheme respectively. DS Cat is preferable.
2. All E&SP items need to be finally codified as E&SP NonRussian S No 3.3. Make extra efforts & use scheme as per S No 3 for all E&SP items.
Few Codes Used in ILMS
EASK Type Item DenominationE Equipment cc Cubic centimeterA Assembly cm CentimeterS Subassembly cuF Cubic feetK Kit cuM Cubic metre
doz DozenEquipment Type fm Fathom
MAJ Major ft FeetMED Medium gal GallonMIN Minor gm Gram
gro GrossSubstitute Type kg Kilogram
F Functional lb PoundI Indigenized lit LitreR Rereferenced (same item) m MetreS Superseding (item or item code) mg Milligram
ml Millilitermm Millimeter
Routine Type no NumberY Yearly pr PairQ Quarterly qr QuireM Monthly qtl QuintalH Hourly rm ReamB Biannually set Set
sqF Square feetsqM Square metretnM Tonne metre (1000 kg)yd yard
54
55
CODES USED IN ILMS RELATIONAL DATA MODEL
Currency Code Country Coderbl Russian Rouble BLG Republic of Bulgaria Yen Japanese Yen Bel BelgiumUS$ US Dollar CAN CanadaUK# UK Pound Sterling DEN DenmarkSwe Swedish Kroner FIN FinlandSP$ Singapore Dollar Fra FranceSFr Swiss Franc Ger GernamyRs Rupees HON Hokg KongNKr Norwegian Kroner ITL ItalyMar Malaysian Ringitt Ind IndiaIlr Italian Lira JAP JapanHO$ Hong Kong Dollar Kor Republic KoreaFIM Finland FIM Mal MalaysiaFFr French Franc NOR Norway Eu Euro Currency NRL NetherlandsDkr Danish Korner NZL New ZealandDfl Netherlands POL PolandDug Dutch Guilder Rus RussiaDM Deusch Mark SA South AfricaCA$ Canadian Dollar SGP SingaporeBfr Belgian Francs SWZ SwitzerlandAsh Austrian Schilling. Spn SpainAU$ Australian Dollar Swe Sweden
UAE United Arab EmiratesCertification Type UK United kingdom
BIS Bureau of Indian Standards USA United States of AmericaBS British Standards Ukr UkraineDIN DINISI Indian Standards Institute Price TypeISO International Standard
Organization.A Inflation Adjusted Price
JSS Joint Services Specifications C Central Procurement Price
NAT NATO Specifications D LP (Direct/Local) PriceXXX Miscellaneous E POEP (Estimated)
K Book Price (Kitaab)Q Budgetary Quote Price
Note : More codes can be added should the need arise.
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SPARE PART DETAILS FOR ILMS COMPATIBILITYBY OEM/ INDIAN NAVY
S.NO.
ELEMENT STRUCTURE BY REMARKS
1. Item/Eqpt. Code Char (32) OEM Consist of OEM Code/Name and OEM Part Number. Part Number to be to 24 Char.
2. Item/Eqpt Desc. Char (60) OEM Put Unique Identifier.3. Item/Eqpt Denom Char (3) OEM Strictly use Codes supplied
by ILMS. It will mostly be nos. or set.
4. Substitute Item Code
Char (32) OEM OEM name and OEM Part Number.
5. Year Obsolescence Char (4) OEM In case of main eqpt. only.6. EASK Item Code Char (32) OEM Identifier for E/A/S/K.7. EASK Type Char (1) OEM Eqpt/Assembly/Sub
assembly/Kit.8. EASK Book Ref. Varchar (31) OEM Book/Drawing reference.9. Qty Constituent Small Integer OEM Incase of spare parts,
number fitted in the equipment, small integer range 0 – 62, 000.
10. Months Shelf Life Tiny integ OEM Zero (0) for nonshelf item.11. Specs name Char (30) OEM DIN, ISI etc.12. Specs Value Varchar (20) OEM Number associated with
Corresponding specs.13. Characteristics
NameVarchar (30) OEM Special Properties like Max
Temp, Drawing etc.14. Char Value Varchar (60) OEM Value of Property, Drawing
reference etc.15. Substitute Type Char (1) OEM Indigenous/Upgrade etc.16. Hours Estimated
LifeSmall Integer OEM
17. Hours MTBF Small Integer OEM18. Hours MTBR Small Integer OEM19. Routine Type Char (1) OEM In case of Main Eqpt. only as
per attached list of codes. (Yearly, Monthly, Hourly etc.)
20. Routine Periodicity Small Integer OEM 5000 Hrly etc.21. Recom BD Spares Small Integer OEM Recommended by mfg.22. Recom OB Spares Small Integer OEM Recommended by mfg.
57
SPARE PART DETAILS FOR ILMS COMPATIBILITY
BY OEM/ INDIAN NAVY (Continued)
S No ELEMENT STRUCTURE BY REMARKS23. Vendor Name
AddressAddress Line 1Address Line 2CityStatePin CodeCountry Code
Compass Control No.
Char (50)Char (30)Char (30)Char (30)Varchar (30)Char (20)Char (7)Char (3)
Char (9)
OEM
Use codes provided above. You may use full name of country when in doubt. Telephone No., Fax No. and Email etc. as required.
24. Dealer Name Char (50)
OEM
Address and other details as per above format. Put the details in the Vendor Table and use the dealer’s name with unique location identifier.
25. Certification Type Char (3) OEM Certification applicable to vendor. As per attached list of codes.
26. Certification No. Char (30) OEM ISO9000 etc.27. Qty Real OEM Total quantity for which price
is applicable.28. Currency Code Char (3) OEM As per attached list of codes.29. Unit Price CC Money OEM Price in Currency Code (CC)
only unit qty and not for total qty.
30. Total Price Money OEM Price for total quantity31. Price Date Small Data
TimeOEM
32. Price Ref. Varchar (60) OEM Quotation / Order reference.
58
OEM / MANUFACTURER / VENDOR / AUTHORISED / DISTRIBUTOR DETAILS
Name of OEM/ Manufacturer
Countryof Manufacturer
Name of Authorised Dealers
Address without City, State, Country, PIN/ZIP (Comma separated)
City State
Country
PIN/ ZIP Code
All phone numbers (multi line entry)
All Fax numbers (multi line entry)
All Email addresses (multi line entry)
Kompasss Control No
Certificates on Reference
Remarks
Char (50)
Char (30)
Char (50) Char (100) Char (30)
Char (20)
Char (20)
Char (7)
Char (15)
Char (15)
Char (40)
Char (9)
Char (30) Char (120)
Not null
Not null
Not null Not null
Not null
Not null
Not null
Not null
Not null
Manufacturer
AuthorisedDistributor
Note: “ Not null” should not be left blank.
59
60
WEIGHT CONTROL DATA SHEET
EQUIPMENT DESCRIPTION
EQUIPMENT NO
COMPARTMENT(IF KNOWN)
LOCATION(IF KNOWN)
SWBD
TOLERANCE PRELIMINARY DESIGN M.T.O. WEIGHED TOLERANCE CODE ESTIMATE (CALC) ± % 1. Weight (Kg)
(a) DRY Kg ± %(b) FLUID Kg ± %(c) OPERATING Kg ± %(d) TEST Kg ± %(e) TOTAL Kg ± %
2. Equipment dimensional data (mm). Indicating C.G. Position
EQUIPMENT PLAN AND ELEVATION
OVERALL SIZE CENTRE OF GRAVITY`A’ (LENGTH) `X’`B’ (BREADTH) `Y’`C’ (HEIGHT) ‘Z’
61
Note:
All offers must include this data sheet duly filled in by the supplier (signed. Dated & seal affixed). All finished items shall be weighed & a certificate shall be provided as per attached sheet. Separate sheets to be completed for each installed equipment.
Origin of `X’, `Y’ and `Z’ to be indicated.
SUPPLIER’S SEAL SUPPLIER’S SIGNATURE & DATE
62
WEIGHT CERTIFICATE
(The form has to be completed by Supplier & to be supplied along with the equipment.)
EQUIPMENT DESCRIPTION EQUIPMENT NO.:
SUPPLIER’S NAME Ref. Drg.
No.
Part No.
ADDRESS
TELEPHONE NO.ORDER NO. EQPT. NO
METHOD OF WEIGHING : Supplier to prescribe Method & Equipment Used :
DATE OF LAST CALIBRATION
SPECIFIED ACCURACY REQUIREMENT
NOTE :
RESULT OF WEIGHING TOTAL EQUIPMENT DRY WEIGHT(Excluding packing, temporary protection etc).
ALLOCATED WEIGHT(Weight estimate agreed by purchaser and supplier based on order specs).
RESULT OF WEIGHING TOTAL EQUIPMENT DRY WEIGHT(Excluding packing, temporary protection etc.)
ALLOCATED WEIGHT(Weight estimate agreed by purchaser and supplier based on order specs).
REASONS FOR VARIATION BETWEEN ALLOCATED WEIGHT AND CERTIFIED WEIGHT :
WEIGHING ADDRESS: WITNESSED BYFOR SUPPLIER FOR PURCHASER
63
Date :
Representative
Signature / Date & Seal
Representative
Signature / Date & Seal
64
DEVIATION LIST
The bidder shall fill in this form for the deviations of their bid from the requirements as stated in the Purchase Technical Specification. If there are no deviations, Bidder shall fill in “NIL” in the Deviation column. Bidder shall sign with date and affix his company seal.
SL No DOCUMENT No & CLAUSE No
REQUIREMENTDEVIATION
WITH REASONS
INDIAN NAVY /
SHIPYARD REACTIONS
BIDDER’S COMPANY SEAL BIDDER’S SIGNATURE & DATE
A ACCEPTED N NOT ACCEPTED C CONDITIONAL ACCEPTANCE
65
SHIPYARD / INDIAN NAVY COMMENTS ON DEVIATION.
66
CERTIFICATE OF CONFORMITY(To be filled in by the Supplier and submitted as part of the offer)M/s____________________________________________________ with reference to the subject Requisition received along with the Shipyard Inquiry and our QUOTATION No._________________________ dated ____________________ we hereby confirm / clarify the following:
1. REGISTRATION WITH DQA (WP) / DQA (N) / SHIPYARD:We are NOT Registered / already REGISTERED (*) with_____________________ for manufacturer and supply of following items: (a) ____________________________________(b) ____________________________________
2. PAST PERFORMANCE:We have NOT Supplied / have SUPPLIED(*) Identical / similar(*) item to Shipyard in the past. The relevant Order references are given below:(a) ____________________________________(b) ____________________________________
3. REQUISITION / DRAWINGS / SPECIFICATIONS / PTS:We ARE NOT / ARE (*) fully aware of the relevant Drawings / Specifications / Purchase Technical Specifications etc. indicted in the REQUISITION and the related Documents.
4. DEVIATION:The OFFER is fully in compliance with Requisition WITHOUT any deviation / EXCEPT for the deviations listed in the attached format (*).
5. BINDING DATA:OUR Drawings with necessary BINDING DATA such as OVERALL Dimensions, SEATING Details / Bolting Plan, Connection / Interface Details, Face to Face Dimensions is ENCLOSED / NOT Enclosed (*) with the offer. We have noted that any change in Binding Data shall require specific approval from Shipyard / Indian Navy.
6. DOCUMENTS / DATAThe following Technical Documents / DATA SHEETS are enclosed herewith
(a) (To be specified if applicable).
For M/s. _____________________________________
Signature:____________________________________
Date: ____________ Stamp:
(*) Strike out which is NOT APPLICABLE.